Rotary engine.



A. C. ASHCRAFTr ROTARY ENGINE. APPLICATION FILED MAR-18' 1918.

Patented Dec. 10, 1918.

4 SHEETS-SHEET 1.

Will/1111111114 Ill/VENTOR maewaazazanyz Br A. c. ASHCRAFT.

ROTARY ENGINE.-

APPLICATION FILED MAR. 18. 1-918.

'4 SHEETS-SHEET 2..

} Patented Dec.10, 191s.

A. C. ASHCRAFT.

ROTARY ENGINE.

APPLICATION FILED MAR. 18. 1918.

Patented Dec. 10, 1918.

4 SHEETSSHEET 3- I A llVl/E/VTOR 562% 6? o%67"% By Arron/m A. C.ASHCRAFT.

ROTARY ENGINE.

APPLICATION FILED mm. 1a. 1918.

1,286,900. Patelited Dec. 10,1918.

g ATTORNEY- ALBERT C. ASHCRAFT, 0F COLIFAX, W'ASHINGTON, JASSIGNOR OFONE-THIRD 'TO S. C. BAGEANT R. H. MORRELL, BOTH OF COLFAX, WASHINGTON.

ROTARY ENGINE.

asaeoo.

Specification of Letters Qatent.

Application filed. itlarch 18, 1918. Serial N0.223,105.

Y '0 alien-71,0212. it may concern:

Be it known that I, ALBERT C. ASHCRAFT, a citizen of the United States,residing at Colfax, in the county of Whitman and State of Washington,have invented new and useful Improvements in Rotary Engines, of

which the following is a specification.

This invention relates-to improvements in rotary engines, and While thespecific form shown is designed as an explosion engine my invention isnot limited to this type 0 engine as it will be understood that a mereengineering change of the inlet and exhaust ports, would render thestructure equally advantageous as a steam engine.

In accordance with my invention, an en- 7 inc casing is provided havingarotor chamg which is circular, and provided with er, one or morecompression chambers in intersecting and communicating relation with therotor chamber. One or more intake chambers, in intersecting relationwith the rotor chambers, are provided, the number of intake chambersequaling the number of compression chambers. in the most improvedconstruction, the compression and intake chambers are semi-cylindrical'but are greater than a semi circle and theline of intersection isradially inwardly "from the axis, or greatest diameter of such chamber.

My invention includes an improved form of rotor which is concentricallymounted in the casing to rotate in said rotor chamber with a uniformannular space between the periphery of the rotor and the perimeter ofthe rotor chamber. 'My improved rotor'has one or more pistons whichproject radially in the motor chamber sufficiently to en a 6 their outeredgeswith the perimeter-o the rotor chamber, the sides of the pistonsand the sides of the rotor-being also in engagement. a

.A novel feature of my invention consists in 'improved packing for theperipheral edges of the pistons and the sides thereof,

' extending radially inwardly "beyond the gas chamber formed by the-rotor in "the rotor chamber. In accordance with my im roved packing,the pressure seeking-escape eyond the packing serves 'to energize thelatter to prevent such escape.

In each compression chamber rmy' inven-.

tion includes novel rotary valve means which co-act withthe compressionchamber and the periphery of the rotor to act as an abutment arrestingescape of the gases being compressed by an advancing piston, or likewisearresting escape of an ignited charge, so that on one side of eachvalve, an ignited charge will be imparting rotary thrustto one pistonwhile on the other side of said valve, an advancing piston will .becompressing a charge. My novel valve means is constructed, incombination with the novel form of pistons, so that as a pistonapproaches the valve, the latter will ride up on the piston and passinto the compression chamber to pocket the charge therein so as not onlyto retain the-charge,but permit the piston to pass the valve. Duringtheinterval ordistance which the piston travels across the compressionchamber, my invention rovides for gas-tightengagement of the-piston edgewith the compression valve, toprescrvethe independence of the gaschambers formed between adjacent pistons. After the charge compressingpiston has passed the valve, and its compression chamer, and againengages'theperimeter ofthe rotor chambenthe compression valvevrides downalong-the piston and into engagement with the periphery of the rotor toopen-the compression chamber and permit of the ignited charge actingupon that -iston which just previously had compresse this same chargeThus each compression valve acts as a ack abutment for anexploded-charge and as a front abutment for the chargebeinglicompressed. v l y invention also includes a novel form of intakevalve which is preferably oscillatory, and which when in an openposition. permits of an advancing-piston inducingan inflow charge behindit while an eithausting piston is scavenging the burnt gases. In otherwords,-my 1m rovedintakeyalve, acts as'an abutment in t erear of anadvancing iston inducin an inflow of a chargeyand in front of a'llow'ing piston efiecting dis charge of burnt gases.

In addition to the novel Etormo'f packing for the pistons, my improvedcompression and intake valves are also equipped with a like form ofpackingj-both formso'f packing being preferably metallic.

My invention has many other objects and features which will be moreparticularly described in connection with the accompanying drawings andwhich Wlll be more specifically pointed out in and by the appendedclaims.

In the drawings Figure 1, is a view in side elevation of the preferredform of my rotary engme designed for use as an explosion engine.

Fig. 2, is a view partly 1n elevatlon, and partly in section, ta en online 2-2 of Fig. 1, and showing the intake abutment valves in an openposition and they compression valves in an abutment position behindexploded charges and in front of charges being compressed. I L

Fig. 3, is a view similar to Fig. 2, with. the intake valves closed andthe compresslon valves in a position to pocket the compressed charges inthe compression chambers.

Fig. 4, is sectional elevation view on line 44 of Fig. 1, showing thedisposition of the actuating cam for the compresslon valve when thelatter is in the positlon shown in Fig. 2.

Fig. 5, is a view similar to Fig. 4, show ng the cam actuating means inthe posltion which it would assume with the compresslon valves as shownin Fig. 3.

Fig. 6, is a view similar to Fig. 5, showing the cam actuating means asit is about to go over dead center and rotate thecompression valves intoa position to open the compression chamberand release the compressedcharge for ignition.

. Fig. 7, is a sectional view on line 7-7, of Fig. 1, showing thecamactuatlng means for .the abutment intake valves in the position whichit would assume when the valves are disposed as shown in Fig. 2.

' Fig. 8, is a view similar to Fig. 7, showing the actuating means inthe position which it would assume to close the intake abutment valves,as shown in Fig. 3.

,Fig. 9," is a view'similar to Fig. 8, showing the actuating mechanismin the position --which it would assume when the abutment intake valvesclose down along the receding piston.

Fig. 10, is a longitudinal sectional view on line 10'-10 of Fig. 2, ofone of the intake abutment valves detached from the engine.

Fig. 11, is a view in elevation of Fig. 16, looking in the direction ofthe arrow.

Fig. 12, is a sect'onal view on line 121'2 of Fig. 10.

Fi .13, is a sectional view on line 13-1 3 of Fig. 2, showing theperipheral construction of the rotor. A I

Like characters of reference designate similar parts throughout thedifierent figures of the drawings.

As shown, and referring to the specific embodiment of my lnventionwherein it is designed to operate as an explosion engine,

the invention includes a generally cylindri cal casing 1, having heads 2and 3. The casing forms a cylindrical rotor chamber 1, and the sidewalls of said chamber are indicated at 5, and the peri heral wall at 6.

A rotor shaft is journaled in suitable hearings in the casin inconcentric relation with respect to t e peripheral wall 6, and at thispoint attention is directed to the fact that the peripheral wall 6 is acylindrical wall. Keyed or otherwise secured to the rotor shaft 7, is arotor having a hub '8. Spokes 9 radiate from said hub and said spokesare shown inclined or canted transversely to their'longitudinal axes,and at an angle with respect to their direction of rotation, so thatrotation of the spokes will act as a fan to generate currents of air asa cooling medium. Formed integral with the spokes 9, is a peripheral rim10, suitably ribbed, as indicated at 11, and having lateral flanges 12.The lateral flanges 12 are in tight working engagement against the heads2 and 3 and the rim 10 is in concentric relation with respect to theperiphery 6, of the casing 1. Thus there will be formed between theeriphery of the rotor and the peripheral wal 6, a rotor chamber.

Projecting from the rotor toward and into contact with the peripheralWall 6, is a plurality of pistons, all of which are identical inconstruction and function, but which will for convenience be separatelydesignated by different numerals 13, 14, 15 and 16, to facilitate anunderstanding of the description of operation, which will later appear.The peripheral edges of the pistons are in gas-tight wi ing engagementwith the wall 6, and the ateral sides are in gastlght engagement withthe heads v2 and 3. A novel form of packing employedwill be laterdescribed. I

As will now appear from Fig. 2, the pistons separate the rotor chamberinto a plurality of gas compartments, some of which will hold thecompressed change, while others will be exhausting the burnt charges.

As I have shown four pistons, I provide two compression chambers and twointake chambers. The compression chambers,

which are identical in construction, are for convenience designated byseparate numerothers will hold the ignited charge, and still als 17 and18, and said chambers are formed by relatively large areas 19 and 20,and it will also be seen that the diametrical dimensions of theseintersecting areas of the compression chambers with the rotor chamber,

are somewhat less than the maximum diameter of either compressionchamber.

Interposed between the compression chambers, and at diametricallyopposite points 'of the casing are provided intake chambers 21 and 22,both'being identical in formation. The intake chambers and thecompression chambers are disposed equidistantly about the circumferenceof the engine casing and the intake chambers are intersected by therotor chamber at points below their great I ing 1 is ported at 27 and28, and suitable flanged terminals 29 and 30 serve for connections withpipes leading from the source of supply of a carbureted mixture. Inadvancc of each intake chamber, with respect 2 to the rotation of therotor, and closely adtransac take valve 38 is suitably hub jacent toeach intake chamber, areexhaust ports 30 and 31, which open outwardlyfrom the rotor chamber and connect'by ports 32' and 33 through flangedterminals 34 and 35, for discharge of the exhaust or burnt gases. I willnext refer to the intake valves, both of which are identical instructure and operation, but each of which is generally indicated bydifferent reference numerals36 and 37. A- description of one valve willbe sufficient, and reference will be made to Figs. 2, 10, 11 and 12.

In cross section, the intake valve is semi cylindrical, as indicated at38, and is provided with an arcuatepiston edge abutment wall 39. The areof thiswallhas a center coincident with the axis of shaft 7, so thatwhen the intake valve is in the position shown in Fig. 3, the edge ofthe piston 16 or 14 will be in gas-tight wiping engage-, ment with thearcuate abutment wall 39, until the piston is again in engagement withthe periphery 6, of the casing) 1. The ined at 40, to receive'anactuating shaft 41, which will be mounted in suitablebearin'gs formedin' the heads 2 and 3. Description of the means for actuating the valveswill be later taken up. The diamet r of the intake valveg is such thatwhen t 'e same is in the position Shawnee Fig. '2, a portion of itsperip cry viiill be in'engageinent with the perip cry of the rotorbetween the pistons, sothat char '2), and it will'act as an abutment infron of the burnt ases being exhausted.

Thecompi'ession a utment'valves are onmay desifinated 'at' 42 and 43,and 0th ain structure and. o eration, so thatfonlybne need be describedin detail.

Valve 42 is substantially I-shaped in cross section and'is mounted-upona compression tons into anoth'ei'in tervening ch hen "theyaleis' in thisposition, it will m'ore valve Shaft 44., A like shaft is is provided forvalve 43. Both shafts will have suitable hearings in the heads 2 and 3,and the actuating means therefor will be later described. It will benoticed that shaft-44 is centrally disposed as regards the extreme edges46 and 47, so that pressure on either side of said abutment compressionvalve will be equally distributed over equal areas, therefore making thevalve balance, as regards opposing pressures on each side and also onopposite sides thereof. 7 i

It will also be noted that the shaft portion of the valve is enlarged,as indicated at 48 and a9, convexly, and that these convex hubs orcentral portions merge into oppositely extending concavely curvedportions 50, 51, 52 and 53. These concave portions are struck from acenter coincident with the axis of shaft 7. Therefore, when thecompressed charge in the outer portions of the compression chambers,these curved faces-will be engaged by the edges of the pistons as thelatter pass across the face at the line of intersection of thecompression chambers with-the rotor chamber.

Reference will next be made to a novel construction whereby the intakeabutment valves, and also the compression abutment valves may ride up oncertain faces of the pistons, and downwardly on other faces, in a manner0 preservethe peripheral on ageinent ofthe valves with the rotor anpistons and prevent escape of he ases from one interi'r'ening chamberbetweeg' two pistween the next two is tons.

First referring to piston, 13, the same is provided with a curved comression or exhaust face 54', in eat of w ich the gases are propelledinto compression or scaven ed or expressed from t rotor chamber, as hecase maybe. The curve of face 54 is generated so that thee A the piston,as the atter advancestoward valve 42, the valve being acceleratedin itsrotative movement in order to pravide for the edge 47 passing" into thecompression h mbe 17 pe s t r se ache the, and 55, 0 wall 6. l hus oneortion of as i w ll be renting amr the, at "mine Piete n fsa fi n f radithe asllwnr e saihv d p t n into t in the" p the pis on 13' willjbe inwipin engagement with the cu r.ved face 53, a t e valve will be a it heQ liiQP s wn i re 3, until the piston Breaches the hub portiop or enlarement .49. Afterthepiston has of. w 7 11 6. the valve wiilfloe sudden yitte'd to'brin'lg amber be- 18s a a ride up we at? nreiaai Whn as ar s v2 osition shown 3, the edge of the curved face 52 into engagement withthe edge of the piston 13, and such engagement will be malntained untilthe piston 13 reaches portion 56, of wall .6. Thereupon, the edge 46will travel downwardly or radially inwardly along the rearwardly curvedface 57, of piston 13. This movement of the valve releases thecompressed charge for ignition against what I shall call the explosionface 57 of the piston 13. The edge 46 will continue to move downwardlyuntil it reaches the periphery or rim of the rotor, whereupon thecompression valve wili have made one complete revolution from theposition shown in Fig. 2, to the position just described.

Attention will next be directed to the coaction between the intake valveand therotor.

In the position shown in Fig. 2, the intake valve 36, is adjusted sothat a portion of its periphery is in peripheral engagement with therotor and the arcuate abutment face is located inside'the intake chamberso as to open the intake 25 for passage of 1ment valve 36, forms a frontabutment to prevent escape of the burnt gases past valve 36. As piston16 ap roaches valve 36, the latter Wlll be turne at accelerated speedwith the peripheral portion of the valve 36 riding up on the curved faceof piston 16 until the 1parts reach the position shown in Fig. 3. erethe arcuate abutment of the intake valve will be presented to the piston16, for the latter to pass across the'valve,

- and into engagement with the next following e wall 6. In this positionof the section of t intake valve, as shown in Fig. 3, the intake isclosed. Now, it will be seen that valve 36 has been turned in aclock-wise direction from the position shown in Fig; 2, to

the position shown in Fig. .3, to close the intake and permit the piston16 topa'ss the valve. After the piston 16 has passed the valve, then thelatter will be actuated in a contra-clockwise direction to open theintake 25, and it willassume the position shown in Fig. 2, behind thepiston 16.x Thus the compression valves are rotarly valves, whereas theintake valves are oscil atory valves.

While the operation of the compression and intake valves, in combinationwith the rotor and its pistons, may be clear from the foregoing, thisoperation may be briefly re capitulated' as follows Referring to Fig. 2,it will 'be'seen that the pistons 13 and 15' are drawing induced1,2ee,eoo-

charges through the inlets 25 and 26, respectively, the intake valves 36and 37 being open. The abutment compression valves 42 and 43 are shownin peripheral engagement with their respective compression chambers andalso with the rotor, and the forward or compression faces ofv pistons 13and 15 will be compressing a charge into the compression chambers 17 and18, in advance thereof. Here, attention is directed to the fact that thepressure of the compressed charge on the left hand face, of abutmentcompression valve 42, will be equally distributed on both sides of shaft44 so that this valve will be balanced under the pressure exertedagainst it. This feature greatly relieves the actuating means, ofwhatever nature I may employ. It also simplifies the mechanism andpermits of a highly responsive action of the compression valves as aresult of operation of their actuating means. Still referring toejecting the burnt gases through exhaust outlets 31 and. 30, the intakevalves being in peripheral engagement'with the rotor to act as abutmentswhereby the burnt gases are necessarily forced out through outlets 30and 31. The rear faces of istons l4 and 16 are under the propulsive trust of ignited charges on the ri ht hand face of compression valve 42and on the left hand face of compression valve 43. Here again, attentionis directed to the fact that the compression valve 42, forming anabutment behind the exploded charge acting on piston 14, receives justas much pressure above shaft 44 asbelow this shaft, and therefore thevalve will be in an equilibrium of balance which will not in any waytend to force the valve out of position.

My invention is not concerned with any special means of ignition, and nomeans are shown, as I am aware that ignition is a matter of separateinvention. However, attention is directed to the fact that as thepistons 13 and 15 pass to the right and to the left, respectively, ofcompression valves 42 and 43, as they are in the act of doing in Fig. 3,the compression valve edges 46 will ride down on the rearwardly curvedfaces of these pistons, and the valves will be accelthe latter recedefrom their respective compression valves. This nick opening of thecompression chambers or instant discharge at full capaclty of theignited charge, completely avoids any back pressure or waste of energyand localizes thefull force of the ignlted and exploded charge upon thepiston. After the compression valves have reached 6 has four pistons. Aquick actuating iniaeaeoo a position where they are in peripheralengagement with the rotor, between two adjacent pistons. as shown inFig. 2, then the compression valves are held stationary until the nextfollowing piston advances, as in the case of piston 13 in Fig. 2,whereupon the com u'os im. valves will be accelerated in their movementtoward their advancing pis' tons to close into their respectivecompression chambers and permit the pistons to pass, as has beenpreviously described.

l will next describe the improved mechanism foractuating the compressionabutment valve.

Referring to Fig. 1, 57 designates a cam which is provided with ahub-58, the latter being suitably fixed to the rotor shaft 7.

Spokes 58 radiate from said hub. 'Shaft 44, of compression valve 42, hasa bearing in hub 59, and shaft 45 has a bearing in hub 60. On the outerend of shaft 44, a gear wheel 1 is mounted. On the outer end of shaft45, gear wheel 62 is mounted. A gear wheel 63, having a hub 64 mountedon shaft 7, synchlonizes the movement of compression valve 43 withcompression valve 42. I will now take up the specific mechanism foractuating compression valve 42.

A cam actuated arm, which is conveniently in the form of an elbow arm,is designated at 65 and is pivotally mounted at 66'to a fixed part ofthe engine casing. At the elbow of'said arm the same isprovided witha-roller 67 which projects into theclosed cam 57 for engagement with thevarious configurations of the channel cam path formed in cam 57. andgenerally designated at 68. At the remaining end of said arm 69, thereis. pivoted a valve actuating pitman bar 70, the upper end of which ispivoted at 71 to gear wheel 61, ofi' center with respect thereto.Projecting from the lower end of said pitman bar is a lug 72 on the,opposite sides of which are-secured springs 73 and 74. The springs 73and 74 co-act with lugs, which I am about to describe, for the pur: poseof moving the valve 42, the valve 43, over a dead center position asregards the connection of bar 70, at 71, with the gear wheel 61. On theup stroke, or over the upper dead center, the spring 73 is engaged'by aseries of lugs 75, on the cam wheel, and placed under tension to throwthe upper end of bar 7 to the right, over a dead center position. Spring74, is engaged by lugs 76, on spokes 58, for throwing the bar 70 over adead center position, below. or radially inwardly of the axis of shaft44.

Referring to Fig. 4it will be seen that the cam 57. or rather the campath 68 thereof. has concentric valve holding sections 77. There wouldnecessarily befour of these sections by reason of the 'fact that therotor and of course cline 78 actuates valve 42 to cause the latter toride up piston face 54, under accelerated speed, in order to close thevalve 42 into its compression chamber and permit the piston to pass. Thecam path has a holding section 79, which is concentric, and which holdsthe valve 42 in the position shown in Fig. 3, while the piston 13 ispassing across curved face 53, and until the piston 13 reaches the hubconvex portion'49. It will be noted that one of the lugs is nowapproaching spring 73. As the roller 67 reaches the inchina 80, then thecompression valve is shifted from the position shown in Fig. to disposeits curved face; 52 in wiping engagement with the edge of piston 13, andthe pivotal connection of the bar 70 with wheel 61 has reached a pointapproximately that of upper dead center. Fig. 5 shows the roller 67traveling upwardly on the actuating incline 80. At this point the lug 75has engaged and tensioned spring 73 so that the latter will be impartinga. thrust on bar 70 to positively turn the pivot 71 over up per deadcenter. This position is indicated 1n Fig. 6, wherein the roller 67 hasreached an apex section 81, in the cam path 68, where the spring hasbeen tensioned so as to throw the bar 70 over an upper dead center. Asthe roller 67 passes over this apex section 81, and at which point thepiston 13 has just reached engagement with section 56 of wall 6, thenthe roller 67 enters a sharp declivity section 82 which lowers the camactuated arm, causing the pivotal connection 71 to move clockwise aboutand downwardly to the right of shaft 44. This sharp and sudden movementis efiective to cause the edge 46, of valve 42 to ride quickly down therear face 57, of piston 13, and into peripheral engagement with therotor,.whereupon the roller 67 will enter the concentric 'holdingportion 77 and the valve 42 will be held in this osition, as shown inFig. 2, until the rol or 67 reaches the next declivity section 78, ofthe cam path, whereupon the operation will be repeated. Thus all thathas been shown in Fig. 4 will be quadrupled to make the entire cam pathcomplete. When the arm moves down to a lowermost oint, and in order toget pivotal connection 1 beyond lower dead center. below shaft 44, thenone of the lugs 76 will engage and tension spring 74 and positivelythrow the bar 70 to the left of shaft 44 and out. of a dead centerosition;

It w1ll thus be seen that the jointed arm construction comprisin' arm 65and bar 70, together with springs 3 and 74, and lugs 75and 7 6,constitute broadly, cam actuated, rotary valve actuated mechanism withmeans for throwing the mechanism over dead center position, eitherradially outwardly or.

tilt

valves, 36 and 37, are oscillatory valves and I will now describe themeans whereby the same are actuated.

A cam 83 havin hub 84 is fixed on engine shaft 7. Valve 3 is mountedupon shaft 85 and valve 36 is mounted on shaft 86. On the outside ofeach shaft is an arm similar to that shown at 87, and the arms areconnected by a cross-bar 88 whereby actuation of shaft 86 will similarlyactuate shaft 85. Arm 87 is provided with a sector of teeth 89, adaptedto mesh with a sector of teeth 90, formed on one end of an oscillatingarm 91. Arm 91 is pivoted to the casing of the engine, at 92, and has aroller 93, which projects into the cam path 94 of cam 83.

Referring to Fig. 9, it will be seen that the roller 93 is traversing aconcentric holding section 95, of the cam path 94, and that in thisosition, the intake valves 36 and 37 will be m the position shown inFig. 3, with their arcuate abutment faces presented against the edges ofthe pistons. As the pistons rotate in a clock-wise direction so thatthey pass the intake valve, which is 'substantially the position shownin Fig. 9, then the roller 93 will enter a sharp declivity 96 which willoscillate the valves 36 and 37 in contra-clockwise and clockwisedirections. respectively, from the positions shown' in Fig. 3 to thepositions shown in Fig. 2. The

intake valves will be held in this position by the roller 93 traversingan inner holding section 97, of the cam path, until the next followingiston approaches to the position shown in ig. 2. .Then the roller 93will reach a sharp inclined section 98, as shown in Fig. 8, and thiswill oscillate the valves 36 and 37 in' clock-wise and contra-clockwisedirections with a view of bringing the arcuate abutment faces abreast ofthepistone, as shown in Fig. 3. Fig. 7 shows the roller 93 just enteringthe inclined section 98. It will now be clear that these sharp inclinedsections 96 and 98 provide for the accelerated movement of the intakevalves out from in front of approaching pistons, to ride upon the same,and pass into the intake chambers, and also to cause the valves toquickly reenter into peripheral engagement with the rotor after thepistons have passed the valves. It will be understood that, referring toFig. 2, when iston 16 has passed the intake valve, it will haveclosedrearward egress of the charge being compressed, and the piston 15 willthen be com mencing to egress the burnt gases.

I will next describe my improved packing-with special reference to Figs.10, 11

and 12, as regards intake valve'37.

Opposite portions of the valve are longitudinally grooved, as indicatedin Fig. 12,

at 99. Intermediate packing strips 100 are seated in said groove and areheld therein for slight longitudinal movement by means I of thisintermediate packing strip has a tongued terminal 103 which slidinglyfits into a forked terminal 104: of an angle strip 105. The end of theangle strip 105, as indicated at 106, in Fig. 2, extends radiallyinwardly across the end face of the valve and is provided with a forkedterminal 107. A shaft packing section 108 extends from the shaft towardthe terminal 107 and is provided with a tongue 109 that slidingly .fitssaid forked terminal 107. An expansively acting spring 110 may beinterposed at the tongue and the bight of the fork to normally expandthe tongue and forked portion. owever, main reliance is upon thepressure itself entering the slightly. separated ends in its endeavor toescape, and exerting pressure, supplemental to the springs, to force thepacking strips from each other and thereby tighten engagement of thepacking strips against the walls of the portions with which they co -actto prevent leakage. The angle pieces may be held from too grct movementby the pins 111 fitting loosely through an aperture to provide slightplay. a

The pistons are provided with identically the same type of packing, asindicated generally at 112, and which need not be described in detail.Likewise, the compression valves are provided with identically the sametype of packing, as indicated generally at 113, and which need not bedescribed in detail. The packing 112 extends transversely along the edgeof each piston, and the packing 113 extends transversely along the edgeof eachcompression valve, and therefore it will be seen that the istonsalways have gas-tight engagement with the rotor periphery 6, and withthe compression valves, and the intake valves, whereas the intake andcompression valves likewise have gas-tight packing contact with therotor. Pins 114 hold the angle packing strip against too great outwardmovement.

I realize that a specific form of packing is a separate and distinctinvention from an engine, and therefore the packing has been describedsufiiciently for the same to be understood, and has only been brieflyclaimed in this application for the purpose. of providing a foundationfor divisional application later to be filed.

I r'laim: I

1. In a rotary engine, a tersecting rotor and compression chambers, arotor in said rotor chamber having a piston movable in one directiontoward said moving said valvetoward the advancingcasing having in 7portion in face along said advancing piston to piston to form anabutment for and forcethe compressed charge into sion chamber and letthe piston pass, said means holding said valve in a position of rest toengage one face thereof with the edge of the piston during its travelpassed said valve and then rotate said valve into engagement with fromsaid chamber to open said chamber and release the compressed charge foraction against said piston.

2. In a rotary englne, piston, aca'sing forming compression and rotorchambers, a valve in said compression chamber for co-action with saidrotor and its piston, and means holding said valve 1n a position of restwhile engaging said rotor when the advancing piston is compressing acharge into said compression chamber, said means moving said valve alongsaid adsaid compresa rotor having a vending piston into said compressionchamber at an accelerated speed with respect to the speed of said pistonto trap the compressed charge in said compression chamher and permitsaidpiston to pass said valve. I

3. In a rotary engine, piston, a casing forming rotor chambers, a valvein chamber having a rotor engaging portion for coaction with theperiphery of said rotor and said piston, and means holding said valve ina position of rest with said portion engaging the periphery of themoving rotor while the advancing piston is compressing a charge intosaid compression chamber, said means m ving said valve into saidcompression chamber with said portion engaging said said compressionchamber and permit the piston to pass said valve.

4. In a rotary engine, a casing having 'rotor and compression chambers,a rotor in said rotor chamber having a piston for compressing a chargeinto said compression chamber, a valve for said compression chamberhavin a substantially flat rotor abutment engaging face portion,-andmeans driven by said rotor for imparting variable movement to said valveto maintain said abutting engagement with said rotor as the advancinpiston compresses a charge into sai compression chamber and holding saidportion in abutting face engagement with and up and trap the compressedcharge in said compression chamber.

5. In a rotaryengine, a casing having rotor and compression chambers,arotor in a rotor having a compression and said compression said rotorchamber having apiston provided with a concavely curved face forcompressmg a charge into said compression chamber, a valve for saidcompression chamberhavand means holding said mg ancdge portion, valve111 a position of rest with said edge said piston as it recedes forwiping engagement of said piston to trap the compressed charge 1n taryvalve in said "engagement along one portion in engagement with therotating rotor while said piston is compressing a charge into saidcompression chamber and actuating said traveling along aid curved faceof said piston and into said compression chamber to trap the compressedcharge therein.

6. In a rotary engine, a casing having compression and rotor chambers, arotor in said rotor chamber having a convexly curved portion andprovided with a piston having a concavely curved face merging into saidconvexly curved rotor portion and adapted to compress a charge-into saidcompression.

valve with said edgeportion of said piston reaches said valve to advancesaid rotor and piston engaging portion along said piston face and intosald' compression cham er to permit said piston to pass said valve, andtrap the compressed charge in said compression chamber. a

In a rotary engine, a casing having a rotor and a compression chamber, arotor in said rotor chamber having a piston, a valve in said compressionchamber havlng a piston engageable face, and actuating means for saidValve driven by said rotor for holding said valve in a position of restpiston along said face as said pression chamber.

8. In a rotary engine, a. casing having rotor and compression chambers,a rotor in said rotor chamber having a piston, a rocompression chamberhavmg curved piston cngageable faces, and actuatin means holding saidvalve in a position 0 rest while said piston is in wiping ofsaid curvedsurfaces and then slightly and holding the same in rest while saidpiston is in ment with another curved valve.

9.- In a rotary engine, a casing having rotor and compression chambers,a rotor in said rotor chamber having a piston provided with a concavelycurved explosion face, a

a position of wiping engagesurface of said valve for holding acompressed chargein said compression chamber, and actuating meansoperated by said rotor for suddenly moving sald valve at an accelerated.rate from .;s a ,d compression piston passes said comshifting said valve10. In a rotary engine, a casing having rotor and compression chambers,a rotor in said rotor chamber having a piston provided with a concavelycurved compression face, a

valve for trapping a charge compressed by said piston into saidcompression chamber, and actuating means operated by said rotor I forimparting accelerated movement to said an oscillatory abutment valve insaid intake chamber, mechanism operated by said rotor for rotating saidvalve intoperipheral contact with said moving rotor and holding saidvalve in a positlon of rest to form an abutment for the in-coming chargeand open intake to said rotor chamber, and said mechanism rotating saidvalve at an accelerated speed in engaging contact with the advancingpiston to preserve abutment engagement and close intake to said rotorchamber.

12. In a rotary engine, a casing having intersecting rotor and intakechambers, a rotor in said rotor chamber having pistons, the pistonshaving concavely curved compression faces merging into the periphery ofsaid rotor, a semi-cylindrical abutment valve in said intake chamber,and mechanism. driven by said rotor to engage the cylindrical face therof with the periphery of said rotor to form a s abutment and open intaketo said rotor a utment, and said mechanism oscillating said valve inanother direction against the compression face of the advancing pistonto preserve. the abutment and closeintake to said rotor chamber.

13. In a rotary engine, a casing having intersecting rotor and intakechambers, a rotor in said rotor chamber having a piston provided with aconcavely curved compression facemerging into the eriphery of saidrotor, a semi-cylindrical a utment valve in said intake chamber, andmechanism driven from said rotor for oscillating said valve to engageits cylindrical face with the periphery of the moving rotor to form agas abutr'nentand open intake of gas to said rotor chamber, and saidmechanism rotating said valve in one direction against'the curved faceof said advancing piston to preserve the gas rotor chamber, said valvehaving an. arcuate face for engagement with theedge of the iston as thelatter is passing said valve to further preserve the gas abutment;

'14. In a rotary en 'ne, a casing having intersecting rotor an intakechambers, a

rotor in said rotor chamber having a piston,

a rotary abutment valve said intake chamabutment and close intake tosaid intersecting rotor and intake chambers, a

rotor in sald rotor chamber having pistons,

' said rotor chamber having an exhaust outlet in advance of said intakechamber with respect to the direction of rotation of said rotor, anabutment valve in said chamber, and mechanism driven by said rotor forrotatmg said valve into peripheral contact With the moving rotor to openintake to said rotor chamber and form an abutment behind the chargeinducing piston and in front of the gas exhausting piston, and saidmechanism rotating sai valve in another direction to close intake andlet the exhausting piston pass after the burnt gases have beendischarged through said outlet, said valve having an. abutment face forengagement with the edgeof said exhausting piston to preventescape ofthe induced charge backwardly passed said valve.

16. In a rotary en e, a casing having intersecting rotor an intakechambers, a rotor 1n said rotor casing having pistons, said rotorchamber having an exhaust outlet m advance of said intake chamber withrespect to the direction of rotation of said rotor, an abutment valve insaid chamber, and mechanism driven by said rotor for moving-said valveintoengagement with the perlphery of the moving rotor to open intake tosaid rotor chamber and form an abutment behind the charge inducingpiston and in front of the gas exhausting piston, and

said mechanism rotating said valve in. another direction to close intakeand let the exhausting piston pass after the burnt gases have beendischarged through said outlet.

. 17. In a rotary engine, a casing having a rotor chamber and intake andcompression chambers intersecting said rotor chamber, a

' rotor in said rotor chamber, having pistons,

a rotary compression valve, co-acting with the compressionchamber andthe rotor to form an abutment in front of an approaching piston for acharge being compressed and behind the receding piston to back up anexploded charge, and an intake valve coacting with said .comprewionchamber and the rotor to form an abutment in front of a burnt chargebeigg exhausted and behind an incoming induc charge, and cam mechanismfor imparting rotary movement to meaooo said compression valves and.oscillatory movement to said intake valve, substantially as described.

18. In a rotary engine, a casing having a rotor chamber and acompression chamber intersecting the rotor chamber, a rotor in saidrotor chamber having plstons, a rotary compression valve co-actmg ,WlthSaul chamher and the rotor and pistons, cam mechanism forintermittentlyactuating said rol0 tary valve, and means for throwing said rotary valveover dead center, suntially as m? In testimon that I claim the foregoingas my ownJ ereby afix my signature,

BERT C. ASHCRAFT.

